Annular ring groove of a piston

ABSTRACT

A power cylinder system for a reciprocating engine includes a piston configured to move within a cylinder of the reciprocating engine. The system also includes a groove extending circumferentially about the piston and configured to support a ring. An axially-facing surface of the groove has circumferential undulations at ambient temperatures that are configured to compensate for distortions to the groove caused by operation of the reciprocating engine.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation of U.S. patent application Ser. No.16/931,298, entitled “AN ANNULAR RING GROOVE OF A PISTON” and filed onJul. 16, 2020, which is a continuation of U.S. patent application Ser.No. 14/867,231, entitled “AN ANNULAR RING GROOVE OF A PISTON” and filedon Sep. 28, 2015, each of which is hereby incorporated by reference inits entirety.

BACKGROUND

The subject matter disclosed herein relates generally to reciprocatingengines, and, more particularly to distortion compensation for a grooveof a piston of a reciprocating engine.

A reciprocating engine (e.g., a reciprocating internal combustionengine) combusts fuel with an oxidant (e.g., air) to generate hotcombustion gases, which in turn drive a piston (e.g., a reciprocatingpiston) within a cylinder. In particular, the hot combustion gasesexpand and exert a pressure against the piston that linearly moves thepiston from a top portion to a bottom portion of the cylinder during anexpansion stroke. The piston converts the pressure exerted by thecombustion gases and the piston's linear motion into a rotating motion(e.g., via a connecting rod and a crankshaft coupled to the piston) thatdrives one or more loads, e.g., an electrical generator. Theconstruction of the piston and associated structures (e.g., a pistonassembly) can significantly impact exhaust emissions (e.g., unburnedhydrocarbons) and engine efficiency, as well as lubricant (e.g., oil)consumption. Furthermore, the construction of the piston assembly cansignificantly affect the operating life of the reciprocating engine.Therefore, it would be desirable to improve the construction of thepiston assembly.

BRIEF DESCRIPTION

Certain embodiments commensurate in scope with the originally claimedinvention are summarized below. These embodiments are not intended tolimit the scope of the claimed invention, but rather these embodimentsare intended only to provide a brief summary of possible forms of theinvention. Indeed, the invention may encompass a variety of forms thatmay be similar to or different from the embodiments set forth below.

In one embodiment, a power cylinder system for a reciprocating engineincludes a piston configured to move within a cylinder of thereciprocating engine. The system also includes a groove extendingcircumferentially about the piston and configured to support a ring. Anaxially-facing surface of the groove has circumferential undulations atambient temperatures that are configured to compensate for distortionsto the groove caused by operation of the reciprocating engine.

In one embodiment, a power cylinder system for a reciprocating engineincludes a piston configured to move within a cylinder of thereciprocating engine. The system also includes a groove extendingcircumferentially about the piston and configured to support a ring. Afirst distance between a first axially-facing surface of the groove anda top-most surface of the piston varies circumferentially about thepiston at ambient temperatures to compensate for distortions to thegroove caused by operation of the reciprocating engine.

In one embodiment, a method of manufacturing a piston for a powercylinder system of a reciprocating engine includes determining expectedaxial distortions about a circumference of a groove of the piston duringoperation of the reciprocating engine. The method also includesdetermining appropriate machining parameters to compensate for theexpected axial distortions. The method further includes controlling atool to form the groove of the piston according the appropriatemachining parameters such that an axial-facing surface of the groovecomprises circumferential undulations at ambient temperatures that areconfigured to compensate for the expected axial distortions about thecircumference of the groove during operation of the reciprocatingengine.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features, aspects, and advantages of the presentinvention will become better understood when the following detaileddescription is read with reference to the accompanying drawings in whichlike characters represent like parts throughout the drawings, wherein:

FIG. 1 is a schematic block diagram of an embodiment of a portion of areciprocating engine system;

FIG. 2 is a cross-sectional side view of an embodiment of apiston-cylinder assembly having a piston positioned within a cylinderthat may be used in the reciprocating engine system of FIG. 1 ;

FIG. 3 is an example of a map of a temperature distribution about apiston during operation of the reciprocating engine system of FIG. 1 ;

FIG. 4 is a cross-sectional side view of a portion of an embodiment of apiston that may be used in the reciprocating engine system of FIG. 1 ;

FIG. 5 is a schematic side view of a top annular groove of a piston thatmay be used in the reciprocating engine system of FIG. 1 ;

FIG. 6 is a schematic side view of the top annular groove of FIG. 5during operation of the reciprocating engine system;

FIG. 7 is a schematic diagram of an embodiment of a system configured tomanufacture a piston for use in the reciprocating engine system of FIG.1 ;

FIG. 8 is a schematic side view of a top annular groove with expecteddistortions that may be determined by the system of FIG. 7 ;

FIG. 9 is a process flow diagram of a method of manufacturing a pistonfor use in the reciprocating engine system of FIG. 1 ; and

FIG. 10 is a bottom view of a portion of an embodiment of a piston thatmay be used in the reciprocating engine system of FIG. 1 , illustratinga plurality of threaded fasteners.

DETAILED DESCRIPTION

One or more specific embodiments of the present invention will bedescribed below. In an effort to provide a concise description of theseembodiments, all features of an actual implementation may not bedescribed in the specification. It should be appreciated that in thedevelopment of any such actual implementation, as in any engineering ordesign project, numerous implementation-specific decisions must be madeto achieve the developers' specific goals, such as compliance withsystem-related and business-related constraints, which may vary from oneimplementation to another. Moreover, it should be appreciated that sucha development effort might be complex and time consuming, but wouldnevertheless be a routine undertaking of design, fabrication, andmanufacture for those of ordinary skill having the benefit of thisdisclosure.

When introducing elements of various embodiments of the presentinvention, the articles “a,” “an,” “the,” and “said” are intended tomean that there are one or more of the elements. The terms “comprising,”“including,” and “having” are intended to be inclusive and mean thatthere may be additional elements other than the listed elements.

Power cylinder systems for reciprocating engines (e.g., reciprocatinginternal combustion engines) in accordance with the present disclosuremay include one or more pistons each configured to move linearly withina cylinder (e.g., a liner) to convert pressure exerted by combustiongases and the piston's linear motion into a rotating motion to power oneor more loads. Each piston may have a top annular groove (e.g., a topring groove or a top-most ring groove) extending circumferentially aboutthe piston beneath a top land of a piston. A top ring (e.g., a toppiston ring or a top-most ring) may be disposed within the top groove.The top ring may be configured to contact an inner wall of the cylinderto block fuel and air, or a fuel-air mixture, from escaping from acombustion chamber and/or to facilitate maintenance of suitable pressureto enable expanding hot combustion gases to cause the reciprocatingmotion of the piston. In some embodiments, one or more additionalannular grooves (e.g., additional ring grooves or additional compressionring grooves) may extend circumferentially about the piston, and one ormore additional rings (e.g., additional rings or additional compressionrings) may be disposed within the one or more additional ring grooves.In such cases, the top ring and/or the additional rings form a ring packand may generally control flow of combustion gases and/or lubricant(e.g., oil) within the engine.

During operation of the reciprocating engine, fuel and air combust in acombustion chamber, causing the piston to move within the cylinder. Insome cases, the top annular groove may be unevenly distorted about acircumference of the piston during operation of the reciprocating enginedue to variations in temperature about the piston, for example. Thus,one portion of the top annular groove located at a first circumferentialposition of the piston may deform more than another portion of the topannular groove located at a second circumferential position of thepiston. Without the disclosed embodiments, an axially-facing surface(e.g., a top annular surface and/or a bottom annular surface) of the topannular groove may not be substantially flat about a circumference ofthe piston during operation of the reciprocating engine. As a result,the top annular groove may not adequately support to the top ring duringoperation of the reciprocating engine. In some such cases, contactbetween the top ring and the inner wall of the cylinder may be adverselyaffected, and the top ring may not effectively block blowby of unburnedhydrocarbons, for example. With the forgoing in mind, presentembodiments include a piston having a top annular groove configured tocompensate for such distortions and to provide substantially flat and/orrelatively flat surfaces (e.g., as compared to pistons without thedisclosed compensation) to support the top ring during operation of thereciprocating engine. For example, the top annular groove may bemachined at manufacturing to compensate for distortions that may occurduring operation of the reciprocating engine (e.g., the top annulargroove may be configured to have features (e.g., compensation featuresor undulations) that extend opposite to expected distortions. Theembodiments disclosed herein may facilitate contact between the top ringand the inner wall of the cylinder, and therefore, may reduce blowby ofunburned hydrocarbons, oil consumption, and/or emissions, for example.

Turning to the drawings, FIG. 1 illustrates a block diagram of anembodiment of a portion of an engine driven power generation system 8.As described in detail below, the system 8 includes an engine 10 (e.g.,a reciprocating internal combustion engine) having one or morecombustion chambers 12 (e.g., 1, 2, 3, 4, 5, 6, 7, 8, 10, 12, 14, 16,18, 20, or more combustion chambers 12). An air supply 14 is configuredto provide a pressurized oxidant 16, such as air, oxygen,oxygen-enriched air, oxygen-reduced air, or any combination thereof, toeach combustion chamber 14. The combustion chamber 14 is also configuredto receive a fuel 18 (e.g., a liquid and/or gaseous fuel) from a fuelsupply 19, and a fuel-air mixture ignites and combusts within eachcombustion chamber 14. The hot pressurized combustion gases cause apiston 20 adjacent to each combustion chamber 14 to move linearly withina cylinder 26 and convert pressure exerted by the gases into a rotatingmotion, which causes a shaft 22 to rotate. Further, the shaft 22 may becoupled to a load 24, which is powered via rotation of the shaft 22. Forexample, the load 24 may be any suitable device that may generate powervia the rotational output of the system 10, such as an electricalgenerator. Additionally, although the following discussion refers to airas the oxidant 16, any suitable oxidant may be used with the disclosedembodiments. Similarly, the fuel 18 may be any suitable liquid fuel,such as diesel or gasoline, or any suitable gaseous fuel, such asnatural gas, associated petroleum gas, propane, biogas, sewage gas,landfill gas, or coal mine gas, for example.

The system 8 disclosed herein may be adapted for use in stationaryapplications (e.g., in industrial power generating engines) or in mobileapplications (e.g., in cars or aircraft), although the system 8 may beparticularly useful for controlling the flow of combustion gases and oilin large industrial power generating engines. The engine 10 may be atwo-stroke engine, three-stroke engine, four-stroke engine, five-strokeengine, or six-stroke engine. The engine 10 may also include any numberof combustion chambers 12, pistons 20, and associated cylinders (e.g.,1-24). For example, in certain embodiments, the system 8 may include alarge-scale industrial reciprocating engine having 4, 6, 8, 10, 16, 24or more pistons 20 reciprocating in cylinders. In some such cases, thecylinders and/or the pistons 20 may have a diameter of betweenapproximately 13.5-34 centimeters (cm). In some embodiments, thecylinders and/or the pistons 20 may have a diameter of betweenapproximately 10-50 cm, 15-30 cm, or 15-20 cm. In some embodiments, thecylinders and/or the pistons 20 may have a diameter greater thanapproximately 10 cm, 15 cm, 20 cm, 25 cm, 30 cm, 35 cm, or 40 cm. Thesystem 8 may generate power ranging from 10 kilowatts (kW) to 10Megawatts (MW). In some embodiments, the engine 10 may be configured tooperate at a maximum revolutions per minute (RPM) of approximately 1800RPM. In some embodiments, the engine 10 may be configured to operate ata maximum of approximately 2000 RPM, 1900 RPM, 1700 RPM, 1600 RPM, 1500RPM, 1400 RPM, 1300 RPM, 1200 RPM, 1000 RPM, 900 RPM, or 750 RPM. Insome embodiments, the engine 10 may operate between approximately750-2000 RPM, 900-1800 RPM, or 1000-1600 RPM. Furthermore, in someembodiments, the piston 20 may have a generally low maximum mean pistonspeed (e.g., relative to automobile engines or the like). For example,the piston 20 may have a maximum mean piston speed of less than 25meters per second (m/s), 20 m/s, 19 m/s, 18 m/s, 17 m/s, 16 m/s, 15 m/s,14 m/s, 13 m/s, 12 m/s, 11 m/s, 10 m/s, 9 m/s, 8 m/s, 7 m/s, 6 m/s, or 5m/s. In some embodiments, the piston 20 may have a maximum mean pistonspeed of between approximately 1 to 25 m/s, 5 to 20 m/s, 10 to 20 m/s,10 to 16 m/s, 13 to 15 m/s, or 11 to 12 m/s. In some embodiments, thepiston 20 may have a maximum mean piston speed of approximately 12 m/s.The mean piston speed is an average speed of the piston 20 in the engine10 and is a function of stroke and RPM. For example, the mean pistonspeed (MPS) may be equal to (2×S)×(RPM/60), where S is the stroke (e.g.,a length of the stroke) and RPM is the revolutions per minute at whichthe engine 10 operates. In the above equation, the stroke is multipliedby a factor of 2 to account for the fact that two strokes occur per onecrank revolution, and the RPM may be divided by a factor of 60 toconvert minutes to seconds. Exemplary engines 10 may include GeneralElectric Company's Jenbacher Engines (e.g., Jenbacher Type 2, Type 3,Type 4, Type 6 or J920 FleXtra) or Waukesha Engines (e.g., Waukesha VGF,VHP, APG, 275GL), for example. The piston 20 may be a steel piston or analuminum piston. In certain embodiments, the piston 20 may include aprotective ring insert (e.g., a Ni-resist ring insert) in a ring grooveof the piston 20. As discussed in detail below, one or more of the ringgrooves, such as a top annular ring groove, of the piston 20 may beconfigured to compensate for distortions that may occur during operationof the engine 10.

FIG. 2 is a side cross-sectional view of an embodiment of a pistonassembly 25 having the piston 20 disposed within the cylinder 26 (e.g.,engine cylinder) of the reciprocating engine 10. The cylinder 26 has aninner annular wall 28 defining a cylindrical cavity 30 (e.g., bore). Thepiston 20 may be defined by an axial axis or direction 34, a radial axisor direction 36, and a circumferential axis or direction 38. The piston20 includes a top portion 40 (e.g., top land) and a top annular groove42 (e.g., top groove or top-most groove) extending circumferentially(e.g., in the circumferential direction 38) about the piston 20. A topring 44 (e.g., a top piston ring) may be positioned in the top groove42.

The top ring 44 is configured to protrude radially outward from the topgroove 42 to contact the inner annular wall 28 of the cylinder 26. Thetop ring 44 generally blocks the fuel 18 and the air 16, or a fuel-airmixture 82, from escaping from the combustion chamber 12 and/orfacilitates maintenance of suitable pressure to enable the expanding hotcombustion gases to cause the reciprocating motion of the piston 20.Furthermore, the top ring 44 of the present embodiments may beconfigured to facilitate scraping of oil, which coats the inner annularwall 28 and which controls heat and/or friction within the engine 10,for example.

In some embodiments, one or more additional annular grooves 50 (e.g.,additional grooves) may extend circumferentially about the piston 20axially below the top groove 42. In some embodiments, one or moreadditional rings 52 (e.g., additional rings) may be disposed within eachof the one or more additional grooves 50. The additional rings 52 may beconfigured to block blowby and/or to scrape oil from the inner annularwall 28 of the cylinder 26.

As shown, the piston 20 is attached to a crankshaft 54 via a connectingrod 56 and a pin 58, which is positioned in a pinhole 59. The crankshaft54 translates the reciprocating linear motion of the piston 24 into arotating motion. As the piston 20 moves, the crankshaft 54 rotates topower the load 24 (shown in FIG. 1 ), as discussed above. As shown, thecombustion chamber 14 is positioned adjacent to the top land 40 of thepiston 24. A fuel injector 60 provides the fuel 18 to the combustionchamber 14, and a valve 62 controls the delivery of air 16 to thecombustion chamber 14. An exhaust valve 64 controls discharge of exhaustfrom the engine 10. However, it should be understood that any suitableelements and/or techniques for providing fuel 18 and air 16 to thecombustion chamber 14 and/or for discharging exhaust may be utilized. Inoperation, combustion of the fuel 18 with the air 16 in the combustionchamber 14 cause the piston 20 to move in a reciprocating manner (e.g.,back and forth) in the axial direction 34 within the cavity 30 of thecylinder 26.

As shown, the piston 20 has a pin axis 78 oriented within an axiallyextending piston pin plane and a thrust axis 80 oriented within anaxially extending piston thrust plane. The pin axis 78 and the thrustaxis 80, as well as the respective planes, are orthogonal to oneanother. Furthermore, the piston 20 has a major thrust side 82, a minorthrust side 84, a first pin side 86, and a second pin side positioned atcircumferential locations about the piston 20. In particular, the majorthrust side 82 and the minor thrust side 84 are located along the thrustaxis 80 on opposite sides of the piston 20 (e.g., offset from oneanother by 180 degrees about the piston 20). The first pin side 86 andthe second pin side are located along the pin axis 78 on opposite sidesof the piston 20 (e.g., offset from one another by 180 degrees about thepiston 20, and offset from the major thrust side 82 and the minor thrustside 84 by 90 degrees). During operation of the reciprocating engine 10,the piston 20 may move axially (e.g., along the axial axis 34) and shiftlaterally (e.g., along the thrust axis 80) within the cylinder 26.

As noted above, during operation of the reciprocating engine 10, the topgroove 42 may distort unevenly about the circumference of the piston 20.To facilitate discussion, distortion compensation is discussed in thecontext of the top groove 42; however, it should be understood that thedisclosed embodiments may be adapted for the one or more additionalgrooves 52. For example, the top groove 42 and/or the one or moreadditional grooves 52 may include distortion compensation features.Additionally, the present disclosure provides certain examples ofcompensating features, distortions, and/or temperature variations withreference to the major thrust side 82, the minor thrust side 84, thefirst pin side 86, and the second pin side of the piston 20. However,the disclosed embodiments may demonstrate any of a variety ofcompensating features and may be adapted for use with pistons 20 andengines 10 demonstrating any of a variety of distortion patterns and/ortemperature variation patterns.

FIG. 3 is an example of a map 100 of a temperature distribution about aportion of the piston 20 during operation of the engine 10. As notedabove, the temperature may vary circumferentially about the piston 20and about the top groove 42 and may cause or contribute to unevendistortion of the top groove 42 about the circumference of the piston20. As shown in the representative map 100, certain portions 104 of thetop land 40 (e.g., at a first circumferential location) may demonstratehigher temperatures than other portions 102 (e.g., at a secondcircumferential location). Such temperature variations may cause the topgroove 42 to be unevenly distorted about a circumference of the piston20 during operation of the engine 10. For example, such temperaturevariations may cause axially distortions in which an axially-facingsurface (e.g., a top annular surface 106 and/or a bottom annular surface108) of the top groove 42 undulate about the circumference of the piston20 during operation of the engine 10. In some cases, such temperaturevariations may cause the top groove 42 to tilt (e.g., a centerline 90 ofthe top groove 42 may tilt at an angle relative to the radial axis 36)about the circumference of the piston 20. In some cases, suchtemperature variations may cause the top groove 42 to tilt at certaindiscrete locations and/or to varying degrees about the circumference ofthe piston 20.

In the present embodiments, the top groove 42 is configured tocompensate for various expected distortions (e.g., axial distortions,tilt, or the like) that may occur during operation of the engine 10. Incertain embodiments, the top groove 42 may be manufactured to have ageometry that compensates or accounts for the expected distortions. Forexample, in some embodiments, the top groove 42 is manufactured suchthat the top annular surface 106 and/or the bottom annular surface 108have circumferential undulations (e.g., undulations, a wave pattern, oroscillations extending circumferentially about the piston 20) at ambienttemperatures to compensate (e.g., counteract or offset) for the expecteddistortions. In some embodiments, a first axial distance 105 between thetop annular surface 106 and a top surface 107 (e.g., a top-most surfaceor upper surface) of the top land 40 may vary about the circumference ofthe piston 20 and/or a second axial distance 109 between the bottomannular surface 108 and the top surface 107 of the top land 40 may varyabout the circumference of the piston 20 at ambient temperatures. Insome embodiments, the first axial distance 107 and/or the second axialdistance 109 may respectively vary by more than 0.1, 0.5, 1, 2, 3, 4, 5,6, 7, 8, 9, or 10 percent at ambient temperatures. In some embodiments,the top groove 42 may be configured to provide a substantially flat topannular surface 106 and/or a substantially flat bottom annular surface108 (e.g., less than 15, 10, 5, 4, 3, 2, or 1 percent axial variationabout the circumference of the piston 20 and/or less than about 10, 20,30, 40, 50, 60, 70, or 80 microns axial variation about thecircumference of the piston 20) during operation of the reciprocatingengine 10 (e.g., at idle, at a rated load, or at a specified percentageof the rated load). Such compensation may enable the top groove 42 toadequately support the top ring 44 during operation of the engine 10,and may facilitate contact between the top ring 44 and the inner wall 28of the cylinder 26, thereby blocking blowby of unburned hydrocarbons.

FIG. 4 is a cross-sectional side view of a portion of an embodiment ofthe piston 20. As shown, the top groove 42 may be defined by aradially-inner edge 110 of the bottom annular surface 108 of the topgroove 42, a radially-outer edge 114 of the bottom annular surface 108,a radially-inner edge 116 of the top annular surface 106, and aradially-outer edge 120 of the top annular surface 106. FIG. 5 is aschematic side view of an embodiment of the top groove 42 that isconfigured to compensate for various distortions that may occur duringoperation of the engine 10. In particular, a y-axis 131 represents anaxial location of the piston 20, and a x-axis 133 representscircumferential locations about the piston 20. In the schematic, 0degrees corresponds to the major thrust side 82, 90 degrees correspondsto the first pin side 86, 180 degrees corresponds to the minor thrustside 84, and 270 degrees corresponds to the second pin side. Theradially-inner edge 110 and the radially-outer edge 114 define thebottom annular surface 108, and the radially-inner edge 116 and theradially-outer edge 120 define the top annular surface 106.

As shown, the axial position 131 of the bottom annular surface 108and/or the top annular surface 106 of the top groove 42 may vary (e.g.,undulate, oscillate, follow a wave pattern) about the circumference(e.g., circumferential locations 133) of the piston 20 at ambienttemperatures. As discussed above with respect to FIG. 3 , the firstaxial distance 105 between the top annular surface 106 (or between theradially-inner edge 116 and/or the radially-outer edge 120) and the topsurface 107 of the top land 40 may vary about the circumference of thepiston 20 and/or the second axial distance 109 between the bottomannular surface 108 (or between the radially-inner edge 110 and/or theradially-outer edge 114) and the top surface 107 of the top land 40 mayvary about the circumference of the piston 20 at ambient temperatures.In some embodiments, the first axial distance 105 and/or the secondaxial distance 109 may respectively vary by more than 0.1, 0.5, 1, 2, 3,4, 5, 6, 7, 8, 9, or 10 percent about the circumference of the piston 20at ambient temperatures and/or by more than about 10, 20, 30, 40, 50,60, 70, or 80 microns about the circumference of the piston 20. In theillustrated embodiment, the first axial distance 105 and/or the secondaxial distance 109 are less (e.g., at least 0.1, 0.5, 1, 2, 3, 4, 5, or10 percent less) at the first pin side 86 and the second pin side thanat the major thrust side 82 and the minor thrust side 84 at ambienttemperatures. Although in other embodiments, the first and second axialdistances 105, 109 may be greater (e.g., at least 0.1, 0.5, 1, 2, 3, 4,5, or 10 percent greater) at first pin side 86 and the second pin sidethan at the major thrust side 82 and the minor thrust side 84 at ambienttemperatures. In certain embodiments, the top annular surface 106 and/orthe bottom annular surface 108 may have any suitable geometry about thecircumference of the piston 20 to compensate for the expecteddistortions during operation of the engine 10 such that the top annularsurface 106 and/or the bottom annular surface 108 are substantially flatduring operation of the engine 10.

As noted above, the top groove 42 may tilt (e.g., the centerline 90 ofthe top groove 42 may tilt at an angle relative to the radial axis 36)at certain locations about the circumference of the piston 20 duringoperation of the engine 10. Accordingly, in some embodiments, the topannular surface 106 and/or the bottom annular surface 108 may be tilted(e.g., radially inclined from the radially inner edges 110, 116 torespective radially outer edges 114, 120) such that the centerline 90tilts relative to the radial axis 36 at ambient temperatures tocompensate for expected tilt (e.g., distortions that cause the topannular surface 106 and/or the bottom annular surface 108 to radiallydecline from the radially inner edges 110, 116 to respective radiallyouter edges 114, 120) during operation of the engine 10. An example ofthe tilted top annular surface 106 and/or the bottom annular surface 108at ambient temperatures is illustrated in the schematic of FIG. 5 .

FIG. 6 is a schematic side view of an embodiment of the top groove 42during operation of the engine 10. As noted above, during operation ofthe engine 10, portions the top groove 42 may be unevenly distortedabout the circumference of the piston 20. The geometry of the top groove42, such as the geometry discussed above with respect to FIG. 5 , may beconfigured to compensate for the expected distortions such that thebottom annular surface 108 and/or the top annular surface 106 aresubstantially flat during operation of the reciprocating engine 10(e.g., at idle, at a rated load, or at a designated percentage of therated load). As shown in FIG. 6 , the top groove 42 may be configured toprovide a substantially flat top annular surface 106 and/or asubstantially flat bottom annular surface 108 (e.g., less than 15, 10,5, 4, 3, 2, 1, 0.5, 0.1 percent axial variation about the circumferenceof the piston 20) during operation of the engine 10. In someembodiments, one or more of the respective edges 110, 114, 116, 120 maybe substantially flat (e.g., less than 15, 10, 5, 4, 3, 2, 1, 0.5, 0.1percent axial variation about the circumference of the piston 20) duringoperation of the engine 10. In some embodiments, the top annular surface106 and/or the bottom annular surface 108 may have an axial variation(e.g., an amplitude 111 between a top-most peak and a bottom-most troughof the respective surface 106, 108 or respective edges 110, 114, 116,120 as shown in FIG. 5 ) about the circumference of the piston 20 atambient temperatures that is configured to be reduced, such as byapproximately 50, 60, 70, 80, 90, or 95 percent, during operation of theengine 10. In some embodiments, the top annular surface 106 and/or thebottom annular surface 108 may have an axial variation (e.g., theamplitude) about the circumference of the piston 20 at ambienttemperatures that is configured to be reduced, such as by greater than50, 60, 70, 80, 90, or 95 percent, during operation of the engine 10.

The top groove 42 may be configured to compensate for any suitablepercentage of expected distortion. For example, the top groove 42 may beconfigured to compensate for approximately 50, 75, 90, 95, 100, or 110percent of the expected distortion. In some embodiments, the top groove42 may be configured to compensate for greater than approximately 50,75, 90, 95, 100, or 110 percent of the expected distortion. Furthermorethe top groove 42 may be configured to compensate for expecteddistortion at any of a variety of suitable operating conditions, such asat idle or at a rated load for the engine 10. As noted above, thedistortion compensation is discussed with reference to the top groove 42to facilitate discussion. However, the features of the top groove 42discussed herein may additionally or alternatively be applied to the oneor more additional grooves 52.

FIG. 7 is a schematic diagram of an embodiment of a system 170 that isconfigured to manufacture the piston 20 for use in the engine 10. Asshown, the system 170 includes a controller 172 that may be coupled to atool 173 (e.g., a lathe) configured to machine (e.g., cut or form) thepiston 20 for use in the engine 10. In certain embodiments, the system170 may be configured to determine (e.g., via operational feedback fromsensors, cameras, computer simulations, or computer models) distortions(e.g., axial distortions, tilt, or the like) about the circumference ofthe piston 20 during operation of the engine 10 under various conditions(e.g., idle, a rated load, or a percentage of the rated load). In someembodiments, the system 170 may include a test engine 10 and/or a testpiston 20 equipped with sensors and/or one or more cameras. In someembodiments, the system 170 may include a series of thermal sensors, aseries of acoustic sensors, and/or one or more cameras positioned abouta circumference of the piston 20 that are configured to monitor (e.g.,provide signals indicative of) temperatures and/or distortions about thecircumference of the piston 20. In some embodiments, the sensors and/orthe cameras may enable the system 170 to generate digital images and/orthermal images of the top groove 42 about the circumference of thepiston 20, which may facilitate identification of distortions about thetop groove 42. In some cases, the system 170 may be configured todetermine the appropriate machining parameters to compensate for thedetermined distortions.

In the illustrated embodiment, the controller 172 includes a processor,such as the illustrated microprocessor 174, and the memory device 176.The controller 172 may also include one or more storage devices and/orother suitable components. The processor 174 may be used to executesoftware, such as software for controlling the system 170. Moreover, theprocessor 174 may include multiple microprocessors, one or more“general-purpose” microprocessors, one or more special-purposemicroprocessors, and/or one or more application specific integratedcircuits (ASICS), or some combination thereof. For example, theprocessor 174 may include one or more reduced instruction set (RISC) orcomplex instruction set (CISC) processors.

The memory device 176 may include a volatile memory, such as randomaccess memory (RAM), and/or a nonvolatile memory, such as ROM. Thememory device 176 may store a variety of information and may be used forvarious purposes. For example, the memory device 176 may storeprocessor-executable instructions (e.g., firmware or software) for theprocessor 174 to execute, such as instructions for controlling thesystem 170. The storage device(s) (e.g., nonvolatile storage) mayinclude read-only memory (ROM), flash memory, a hard drive, or any othersuitable optical, magnetic, or solid-state storage medium, or acombination thereof. The storage device(s) may store data (e.g.,distortion data, machining parameters, or the like), instructions (e.g.,software or firmware for controlling the system 170, or the like), andany other suitable data.

In some embodiments, the controller 172 is configured to measure (e.g.,based on signals received from one or more sensors 178 or camerascoupled to the piston 20, the cylinder 26, and/or the engine 10)distortion of the top groove 42 about the circumference of the piston 20during operation of the engine 10. In some embodiments, the controller172 may be configured to analyze the top groove 42 during operation ofthe engine 10 to determine the distortion of the top groove 42. Forexample, the controller 172 may be configured to analyze the top groove42 based on a computer simulation or a computer model of the piston 20during operation of the engine 10. In some embodiments, the controller172 may be configured to determine the distortions of the top groove 42based on received or accessed data indicative of the distortion of thetop groove 42 from another processing or storage device. In someembodiments, the controller 172 may receive inputs indicative of thedistortion of the top groove 42 via a user interface 180 or from asensor or imaging device configured to receive data indicative ofdistortions. In some embodiments, the controller 172 may be configuredto determine the distortions based on finite element analysis (FEA)analysis, such as FEA thermal analysis, or other suitable techniques.For example, the controller 172 may measure, determine, and/or receivedata indicative of distortions, such as those shown in a schematic sideview of the top groove 42 of FIG. 8 . The schematic illustrates anexample of baseline distortions of a typical top groove about thecircumference of the piston 20 during operation of the engine 10. Inputsrelated to the operating conditions (e.g., idle or rated load) at whichcompensation is desired may be input via the user interface 180 toenable the controller 172 to determine the distortions under theselected operating conditions of the engine 10. In some embodiments, thedistortions of the top groove 42 at multiple different operatingconditions may be determined and/or stored in the memory 176 for lateruse by the controller 172.

In some embodiments, the controller 172 is configured to determineappropriate machining parameters to compensate for the determineddistortions about the top groove 42. Inputs related to a desiredpercentage of compensation (e.g., greater than approximately 50, 75, 95,100, or 110 percent) may be input via the user interface 180 to enablethe controller 172 to determine the appropriate machining parameters.The controller 172 may be configured to control the lathe 173 to formthe piston 20 having the top groove 42 according to the machiningparameters. Thus, the controller 172 may control the lathe 173 togenerate the piston 20 having the top groove 42 having a suitablegeometry to compensate for the expected or measured distortions duringoperation of the engine 10. In some embodiments, the controller 172 maycontrol the lathe 173 such that the top annular face 106 and/or thebottom annular face 108 of the top groove 42 undulate (e.g., oscillateup and down, follow a wave pattern, etc.) about the circumference of thepiston 20 at ambient temperatures. For example, the controller 172 maycontrol the lathe 173 to form the top groove 42 as shown in theschematic in FIG. 5 to compensate for the distortions as shown in theschematic of FIG. 8 , such that the top groove 42 is substantially flatas shown in the schematic of FIG. 6 during operation of the engine 10.The lathe 173 is utilized in the above example to facilitate discussion,although other techniques (e.g., casting) and/or other machining toolsmay be utilized to form the top groove 42 having the disclosedconfiguration.

FIG. 9 is a process flow diagram of a method 200 of manufacturing thepiston 20. The method 200 includes various steps represented by blocks.Although the flow chart illustrates the steps in a certain sequence, itshould be understood that the steps may be performed in any suitableorder and certain steps may be carried out simultaneously, whereappropriate. In some embodiments, certain steps may be omitted. Further,certain steps or portions of the method 200 may be performed by separatedevices.

In step 202, the controller 172 determines expected distortions (e.g.,axial distortions, tilt, or the like) of the top groove 42 about thecircumference of the piston 20 during operation of the engine 10. Thecontroller 172 may determine the expected distortions by analyzing thetop groove 42 during operation of the engine 10. In some embodiments,one or more sensors 178 or imaging device may be utilized to monitordistortions at various circumferential locations of the top groove 42during operation of the engine 10 at one or more loads (e.g., idle, arated load, or a certain percentage of the rated load). In such cases,the one or more sensors 178 may provide signals to the controller 172,which may be configured to determine the expected distortions based onthe signals. In some embodiments, a computer model or a computersimulation of the top groove 42 of the piston 20 may be generated andanalyzed (e.g., by the controller 172) to estimate the expecteddistortions of the top groove 42 when the engine 10 operates at one ormore loads (e.g., idle, a rated load, a certain percentages of the ratedload, or the like). In some embodiments, the controller 172 may use FEAanalysis, such as FEA thermal analysis, to determine the distortions ofthe top groove 42.

In some embodiments, the controller 172 may receive or access dataindicative of the expected distortion of the top groove 42 from anotherprocessing or storage device. In some embodiments, the controller 172may receive inputs indicative of the distortion of the top groove 42 viaa user interface 180. Inputs related to the operating conditions (e.g.,idle or rated load) at which compensation is desired may be input viathe user interface 180 to enable the controller 172 to determine thedistortions under the selected operating conditions of the engine 10.For example, the controller 172 may measure, determine, or receive dataindicative of distortions, such as those shown in a schematic side viewof the top groove 42 in FIG. 8 .

In step 204, the controller 172 may determine appropriate machiningparameters to compensate for the expected distortions about the topgroove 42. In some embodiments, the controller 172 may determinemachining parameters that compensate for approximately 100 percent ofthe measured distortions about the top groove 42. In certainembodiments, the controller 172 may determine machining parameters thatcompensate for more than approximately 50, 75, 95, 100, or 110 percentof the measured distortions about the top groove 42. Inputs related to adesired percentage of compensation may be input via the user interface180 to enable the controller 172 to determine the appropriate machiningparameters.

In step 206, the controller 172 may control the tool 73 (e.g., machiningtool or lathe) according to the determined machining parameters, therebygenerating the piston 20 having the top groove 42 configured tocompensate for the expected distortions. For example, the top groove 42may include compensating undulations about the circumference of the topgroove 42, such as those shown in FIG. 5 , such that the top annularsurface 106 and/or the bottom annular surface 108 are substantially flatduring operation of the reciprocating engine 10, as shown in FIG. 6 .

FIG. 10 is a bottom view of a portion of an embodiment of the piston 20,illustrating a plurality of threaded fasteners 180 configured to couplea top portion of the piston 20 to a bottom portion (e.g., skirt) of thepiston 20. In some cases, the top groove 42 may be distorted by variousmechanical features of the piston 20, such as the threaded fasteners180. For example, during assembly, the torque applied to tighten thethreaded fasteners may cause distortions at one or more discretecircumferential locations of the top groove 42 (e.g., at one or morediscrete locations circumferentially aligned with the threadedfastener). In some embodiments, the top groove 42 may be configured tocompensate for such distortions. For example, the top annular surface106 and/or the bottom annular surface 108 may include anaxially-extending features (e.g., a bulge or a recess) at a discretecircumferential location that experiences distortion from tightening ofthe threaded fasteners 180 during assembly of the piston 20 such thatthe top annular surface 106 and/or the bottom annular surface 108 aresubstantially flat during operation of the engine 10. Although fourthreaded fasteners 180 are shown, the piston 20 may include any suitablenumber of threaded fasteners 180 (e.g., 1, 2, 3, 4, 5, 6, 7, 8 or more).

The distortions induced by the threaded fasteners 180 may be determinedvia any suitable techniques, including those discussed above withrespect to FIGS. 8 and 9 (e.g., sensors, cameras, computer models,computer simulations, or user input), for example. Additionally, thepiston 20 may be machined to compensate for the distortions via anysuitable techniques, including those discussed above with respect toFIGS. 8 and 9 (e.g., determining the appropriate machining parametersand/or controlling the tool 173). The distortions discussed herein areexemplary and it should be understood that the disclosed embodiments maybe adapted to compensate for any of a variety of distortions to the topgroove 42 and/or to the one or more additional grooves 52, includingthose caused by inertia or firing pressure, for example.

Technical effects of the disclosed embodiments include providing systemsconfigured to compensate for distortions within grooves (e.g., the topgroove 42) of the piston 20. For example, temperature variations and/ormechanical features of the piston 20 may cause the top groove 42 to beunevenly distorted about the circumference of the piston 20. The topgroove 42 may be machined to have undulations that extend about thecircumference of the piston 20 at ambient temperatures to compensate forthe distortions experienced during operation of the engine 10. Suchcompensation may advantageously facilitate contact between the top ring44 and the inner wall 28 of the cylinder 26, and therefore, may reduceblowby of unburned hydrocarbons, oil consumption, and/or emissions, forexample.

This written description uses examples to disclose the invention,including the best mode, and also to enable any person skilled in theart to practice the invention, including making and using any devices orsystems and performing any incorporated methods. The patentable scope ofthe invention is defined by the claims, and may include other examplesthat occur to those skilled in the art. Such other examples are intendedto be within the scope of the claims if they have structural elementsthat do not differ from the literal language of the claims, or if theyinclude equivalent structural elements with insubstantial differencesfrom the literal languages of the claims.

1. A method, comprising: providing a map of temperatures and/ordistortions along a first ring groove of a piston at an elevatedtemperature above an ambient temperature during operation of the piston;and providing an arrangement of first surface variations along the firstring groove of the piston based on the map, wherein the arrangement offirst surface variations counteracts actual distortions during operationof the piston.
 2. The method of claim 1, wherein providing the mapcomprises at least one of: monitoring the first ring groove duringoperation of the piston to identify the distortions at various locationsalong the first ring groove, analyzing a computer model of the piston toestimate the distortions at various locations along the first ringgroove, or a combination thereof.
 3. The method of claim 1, whereinproviding the map comprises providing a distortion map of thedistortions based on a temperature map of the temperatures.
 4. Themethod of claim 1, wherein providing the arrangement of the firstsurface variations comprises providing manufacturing parameters tomanufacture the first surface variations along the first ring groove ofthe piston.
 5. The method of claim 1, wherein the actual distortions arecaused by at least one of operating temperatures of the piston, a firingpressure, an inertia, one or more fasteners tightened during an assemblyprocess of the piston, or any combination thereof.
 6. The method ofclaim 1, wherein providing the arrangement of the first surfacevariations comprises forming the first surface variations along thefirst ring groove of the piston.
 7. The method of claim 6, wherein thefirst surface variations are formed to exist at the ambient temperatureand substantially flatten in a circumferential direction about acircumference of the piston during operation of the piston.
 8. Themethod of claim 6, comprising assembling the piston in a cylinder of amachine.
 9. The method of claim 8, wherein the machine comprises aninternal combustion engine, wherein the arrangement of first surfacevariations counteracts the actual distortions during operation of thepiston at operating temperatures while combustion occurs in the internalcombustion engine.
 10. The method of claim 1, wherein the map of thetemperatures and/or the distortions extends along a first axially-facingsurface of the first ring groove of the piston, wherein the arrangementof the first surface variations extends along the first axially-facingsurface of the first ring groove of the piston based on the map.
 11. Themethod of claim 1, wherein the first surface variations vary in acircumferential direction at least partially about a circumference ofthe piston based on the map.
 12. The method of claim 11, wherein thefirst surface variations include a height in an axial direction, anangle of tilt in a radial direction, or a combination thereof.
 13. Themethod of claim 1, wherein the arrangement of first surface variationscounteracts the actual distortions by extending the first surfacevariations opposite to the distortions based on the map.
 14. A method,comprising: forming an arrangement of first surface variations along afirst ring groove of a piston based on a map, wherein the map indicatestemperatures and/or distortions along the first ring groove of thepiston at an elevated temperature above an ambient temperature duringoperation of the piston, wherein the arrangement of the first surfacevariations counteracts actual distortions during operation of thepiston.
 15. The method of claim 14, comprising assembling the piston ina cylinder of an internal combustion engine.
 16. The method of claim 14,wherein the map of the temperatures and/or the distortions extends alonga first axially-facing surface of the first ring groove of the piston,wherein the arrangement of the first surface variations extends alongthe first axially-facing surface of the first ring groove of the pistonbased on the map.
 17. The method of claim 14, wherein the first surfacevariations are formed to exist at the ambient temperature andsubstantially flatten in a circumferential direction about acircumference of the piston during operation of the piston.
 18. Amethod, comprising: operating a system comprising a piston having afirst ring groove; wherein, at an ambient temperature, the first ringgroove has an arrangement of first surface variations based on a map,wherein the map indicates temperatures and/or distortions along thefirst ring groove of the piston at an elevated temperature above anambient temperature during operation of the piston; and wherein, at anoperating temperature of the piston, the arrangement of first surfacevariations counteracts the distortions.
 19. The method of claim 18,wherein, at the operating temperature of the piston, the first surfacevariations counteract the distortions by substantially flattening in acircumferential direction about a circumference of the piston duringoperation of the piston.
 20. The method of claim 18, wherein the systemcomprises an internal combustion engine having the piston, wherein themap indicates the temperatures and/or the distortions extending along afirst axially-facing surface of the first ring groove of the piston,wherein the arrangement of the first surface variations extends alongthe first axially-facing surface of the first ring groove of the pistonbased on the map.